Engine starter control



June 1934- w. L. MCGRATH ENGINE STARTER CONTROL 3 Sheets-Sheet lIVVENTOR Filed Oct; 24 1932 rat/v ORNEY Jl lne 12, 1934. w. MOGRATH1,962,252

ENGINE STARTER CONTROL Filed Oct. 24, 1932 .S'Sheets-Sheet 2' 11v VENTORMum/name mm A ORNE Y June 12, 1934. w MCGRATH ENGINE STARTER CONTROLFiled Oct. 24, 1932: 5 Sheets-Sheet 3 n n i 3::

/NVENTOR fl/LLLLam gnu rat/v ORNE) Patented June {12, 1934 UNITED STATESPATENT OFFICE 1,962,252 ENGINE STARTER CONTROL William L. McGrath,Elmira, N. 11., assignor to Eclipse Machine Company, Elmira, N. Y., acorporation of New York The present invention relates to an enginestarter control, and more particularly to an arrangement forautomatically controlling an engine starter incidental to the operationof a power control member for the engine such as the clutch pedal. r

It is an object of the present invention to provide a novel startercontrol which is arranged to start an engine and restart in case ofengine m stall, without requiring attention or additional manipulationon the part of the operator.

it is another object to provide such a device which is simple andeconomical in construction and reliable and efficient in operation.

Further objects and advantages will be apparent to those skilled in thisart from the following description taken in connection with theaccompanying drawings in which:

Fig. 1 is a semi-diagrammatic representation of one preferred form ofthe invention showing the parts in idle position;

Fig.2 is a view similar to Fig. 1 showing the parts in engine runningposition;

Edi

Fig. 3 is a semi-diagrammatic view of an em-.

bodiment of the invention adapted for use in connection with startergearing of the manual shift type, showing the parts in idle position;

Fig: 4 is a similar view of the structure illustrated in Fig. 3 showingthe parts in engine run ning position; and

Fig. 5 is a semiediagrammatic view of an embodiment of the inventionsimilar to that illustrated in Figs. 3 and 4 incorporating further anautomatic clutch controlling system whereby a substantially fullyautomatic starting system is provided.

Referring first to Fig. 1, there is illustrated an internal combustionengine 1 of automotive type having a load clutch 2 arranged to be driventhere-= by and to connect the engine with the parts to M be driven suchas the transmission of a 'motor vehicle. Means for controlling theclutch is provided in the form of a manually operable member such as aclutch pedal 3, opening of the clutch being brought about by thepressure of the opera-- tors foot on said pedal, the control memberbeing urged toward clutch closing position by suitable yielding meanssuch as a spring 4.

An electrical starting system for the engine is provided comprisinga'battery 5 grounded at 6 and connected by a lead '7 to a magneticstarting switch 8, which in turn is connected by a lead 9 to a startingmotor 11, the motor being grounded to complete the starting circuit.Means are provideclior automatically connecting the motor 11 with amember such as a flywheel gear 12 of the engine to be started, in theform of an automatic starter drive of conventional type illustratedgenerally at 13. l

A control circuit for the magnetic starting switch 8 is providedcomprising a solenoid 14, a manual switch 15 and a mechanically operatedswitch 16. The manual switch 15 is connected to the battery lead 7 andis preferably, as illustrated, the ignition switch of the engine. A lead10 is provided for connecting the ignition switch with one end of thesolenoid 14. The mechanical switch 16 is connected to the opposite endof the solenoid 14 by a lead 1'7 and when closed grounds said lead asindicated at 18 whereby the control circuit is completed andthe solenoid14 energized to close the magnetic starting switch 8.

Connecting means areprovided for operating the mechanical switch 16 tocause energization of the starting system by the initial operation ofthe clutch controlling member 3 in a direction to close the clutch. Asherein illustrated, such connecting means comprise a rod 19 pivoted at21 to the clutch pedal and arranged to slide freely a cross head member22 pivoted at 23 to the so 'arm'24 of the switch 16. Means are providedfor normally connecting the cross head 22 with the rod 19 in the form ofa latch member 25 slidably arranged in a cylindrical portion of thecross head 22 in position to project into a notch 26 in 35 the rod 19and connect the rod and cross head for movement in unison. Means areprovided for disabling said connecting means and maintaining the sameinoperative responsive to self-operation of the engine here illustratedin the form of a means for withdrawing the latch 25 actuated by theintake vacuum of the engine. As here shown this means comprises aflexible shaft 2'? of the Bowden wire t connecting said latch to aflexible diaphragm 22 forming one wall of a closed chamber 29communicating with the intake mani told as indicated at 31. Thearrangement is such that when the engine starts, the vacuum in theintake manifold is transmitted to the chamber 29 causing the diaphragm28 to flex and actuate the shaft 27 to withdraw the latch 25 andmaintain the same in retracted position as long as the englue isself-operative.

In the operation of this embodiment of the invention, starting with theparts in idle position as illustrated, closure oi the ignition switch 15completes the control circuit through solenoid 14 and mechanicallyoperated switch 16 to the ground at it whereby solenoid it is energizedto close the starting switch 8 causing the autoself-operative.

ing the transmission gears of the vehicle, de-

presses the clutch pedal 3 whereupon the switch 16 is opened and theintake vacuum operates to withdraw the latch 25 from its engagement withthe rod 19. When the operator has engaged the transmission gears andallows the clutch pedal 3 to return to its closed position under theinfluence of the spring 4, the control switch 13 remains in openposition under the influence of its spring 20 as illustrated in Fig. 2since the connection between said switch and the clutch pedal 3 ismaintained inoperative so long as the engine is running.

It will be understood that the engagement of the latch 25 in the notch26 may be such as to pre vent the withdrawal of the latch 25 until theforce exerted by the rod 19 is entirely released, for which purpose theengaging edges of the notch and latch may be undercut if so desired. Onthe other hand, if it is deemed preferable to allow immediate release ofthe switch 16 upon self-actuation of the engine irrespective of whetherthe pressure of the clutch pedal is relieved by the operator, this mayreadily be done by proper proportioning of the operating parts.

In case of engine stall, the latch 25 is released and allowed to bearagainst the rod 19 whereupon the subsequent motion of the clutch pedal 3in a direction to engage the clutch causes reactuation of the startingmechanism. It will be understood that in the operation of motorvehicles, engine stalling usually occurs when the engine throttle isclosed and the engine is disengaged from the vehicle by opening the loadclutch either manually or automatically in case the vehicle is providedwith an automatic clutch controlling device. If the vehicle is stopped,the normal operation of getting under way comprises engaging the propertransmission gears and then letting in the clutch in the usual manner.It will be readily understood that since the stalling of the engineallows the latch 25 to engage the rod 19, this operation of the clutchpedal after an engine stall causes restarting of the engine in themanner above described. The operator therefore whether aware of theengine stall or not, is required to do nothing more than he would havedone had the engine not stalled.

If the vehicle is in motion when stalling occurs, the engine might ofcourse be cranked merely by the engagement of the clutch, but this isundesirable since it throws a heavy strain upon the transmission partsand, in case of high speeds, might cause skidding of the rear wheels ofthe vehicle. The automatic starting of the engine by the initial returnmovement of the clutch pedal is therefore very desirable in this casealso and of course requires no extra manipulation upon the part of theoperator.

The switch 16 may be arranged.- as illustrated to permit closure of theclutch if so desired. Such an arrangement permits the vehicle to bemoved by the starting mechanism if the operator so desires merely byallowing the clutch to engage. This insures motion of the vehicle incase of an emergency such as a stall at a railroad crossing whether ornot the engine becomes In some installations however it may be deemedpreferable for the switch 16 to provide a positive stop for the clutchpedal 3 after merely sufficient movement thereof to close said switch,thus preventing closure of the clutch, as illustrated for example inFigs. 3 and 4. The

.operator is thereby apprised of the actuation of the starting device bythe failure of the clutch pedal to return to closed position when thepressure thereon is relieved.

In Figs.' 3 and 4 of the drawings there is illustrated a secondembodiment of thelnvention in which the actuation of the clutch pedal isar-- ranged not only to close the starting switch but also to effect theengagement of a starting mech anism of the manual shift type. As hereillustrated, the clutch pedal 3 is arranged to actuate a lever 34corresponding to the switch lever 24 by means of a connection formed bya rod 19, cross head 22, and latch 25 arranged to engage in a notch 26in the rod 19 all as previously described in connection with the firstembodi-- ment of the invention. The lever 34 is pivoted at 35 to thehousing of the starting motor 11 and is provided with a shifting fork 36at its lower end arranged to engage and move a starting pinion assemblyof conventional type indicated generally at 37 into and out of engagement with an engine member 38. It will be un derstood that the startingpinion is splined to the motor shaft through an overrunning con nectionin the usual manner for this form of starting device.

The electrical system for the starting motor 11 is similar to thatpreviously described, including the battery 5 and starting switch 8controlled by a solenoid 14. The solenoid is arranged to be energizedfrom the battery 5 by means of a manual switch 15 and a mechanicalswitch 16a corresponding to the switch 16 in the first embodiment ofthis invention and arranged to be closed by the movement of the lever 34after said lever has shifted the starting pinion into engagement withthe engine member 38.

In the operation of this embodiment of the invention, starting with theparts in idle position as illustrated in Fig. 3, closure of the ignitionswitch 15 energizes solenoid 14 to close the starting switch 8 and causemotor 11 to crank the engine. When the engine starts, latch 25 iswithdrawn by the intake vacuum, allowing the starter pinion assembly 3'7to be disengaged from engine gear 38 by spring 20, and permitting theclutch pedal 3 to be moved to closed position by spring 4 under thecontrol of the operator, as illustrated in Fig. 4.

It will be understood, as pointed out in connection with the firstembodiment of the invention, that the latch may be arranged to bewithdrawn by the intake vacuum as soon as the engine starts, but usuallyit is'preferable to so form the latching parts that disconnectionthereof does not take place till the clutch pedal 3 has been depressedby the operator to relieve the pressure thereon.

Should the engine stall, this occurs, as above pointed out, while theclutch is out. The latch 25 is thereby allowed to engage the notch 26,and subsequent release of the clutch pedal to engage the clutch causesshifting or the starter gearing into engagement and closure of thecontrol switch 16a thus restarting the engine. If the engine is stoppedby opening the ignition switch 15, the subsequent release of the clutchpedal by the operator causes the engagement of the starter gearing, butthe motor is not enerized since the control circuit therefor is open, asillustrated in Fig. 3.

If the operator should disengage the transmission gears andlet in theclutch prior to turning off the ignition'key, the subsequent closure ofthe ignition switch does not immediately cause restarting. However, whenthe operator throws out the clutch, engages the transmission gears, andbegins to let the clutch back in, precisely as he would do to start thecar if the engine were already running, the starting gears are engagedand the engine started as above described. It will thus be seen that inall cases the starting operation is taken care of without requiringthought or effort on the part of the operator.

In Fig. 5 the form of the invention illustrated in Figs. 3 and 4 of thedrawings is shown in coniunctionwith an automatic clutch control ofknown type to form therewith a completely automatic starting system. Theparts of the starting system including the starting gearing, theshifting mechanism and the motor and control circuits are the same asillustrated in Figs. 3 and 4 and are similarly numbered. The clutchcontrolling element 3, however, is arranged to be operated by energysupplied by the self operation of theengine, as by means of the intakevacuum thereof, under the control-of a manually operable element 41 suchas the accelerator pedal of the motor vehicle.

As here illustrated the operating motor for the clutch pedal 3 comprisesa cylinder 42 having a piston 43 therein connected to the clutch pedalby means of a piston rod 44. The cylinder 42 is connected by means ofconduits 45 and 46 at opposite ends to a control valve mechanismindicated in general at 4'7 and comprising a slide valve 48 movable toconnect conduit 45 to the engine intake through a suitable conduit 49while venting the connection 46, or to cut oir the vacuum connection andcontrol the return movement of the piston 43 to secure reengagement ofthe clutch in suitable manner. Since the clutch control device is not apart of the present invention and is well known in the art, it isbelieved that a further description of the operation thereof isunnecessary, it being merely understood that the release of theaccelerator pedal 41 to cause idling of the engine causes the actuationof the clutch pedal 3 to its open position, while operation of theacceleratorpedal 41 to increase the power of the engine causes theclutch pedal 3 to be returned to closed position. I

In the operation of this embodiment of the invention, and starting withthe parts in idle position as illustrated, closure of the ignitionswitch 15 causes energization of solenoid 14 to close the startingswitch 8 and cause the motor 11 to be energized to crank the engine.During the cranking operation, the accelerator pedal 41 will bedepressed to a position suitable for start- I ing purposes, thusrendering the automatic clutch control inoperative. However, should theaccelerator pedal 41 he released to its idling position the intakevacuum during cranking is ordinarily not sufiicient to actuate theclutch pedal.

As soon as the engine becomes self -operative,

. the accelerator pedal 41 is released to its idling position in orderto prevent the engine from racing, and the automatic clutch controlthereby moves the clutch pedal 3 to the end of its clutch releasingtravel. At the same time the latch 25 is withdrawn by the intake vacuum,

thus disconnecting the clutchpedal 3 from the operating lever 34. As aresult of either of these incidents the manually operated switch 16a isopened and the starting pinion assembly 37 is allowed to move to itsdisengaged position under the action of spring 20. Thereafter the clutchpedal 3 is operated in the usual manner by the automatic clutch controlunder the control of the accelerator pedal 41.

Should the engine stall at any time,'this stalling will occur when theaccelerator pedal is re-- leased and the clutch pedal 3 is thereforealso in its open position by virtue of the automatic clutch control. Thefailure of the intake vacu um due to the stalling of the engine allowsthe reengagement of latch 25 in notch 26, and thereafter allows initialclosing movement of the clutch pedal 3 to take place. However,

since the clutch pedal is at this time connected to the control lever34, this initial movement causes pinion assembly 3'7 to be shifted intoengagement with the engine member 38 and the starting operation to berepeated as previously described.

It will be noted that at this time the engaging movement of the clutchpedal 3 is limited to merely suflicient movement to cause the startingoperation, and the engagement of the clutch is efiectively prevented bysaid starting mechanism until the engine has-picked up sufiiciently toactuate the clutch control and thereby hold open the clutch.

In certain cases it maybe desirable to employ means for insuring thereestablishment of the starter control connection prior to the releaseof the clutch pedal 3 by the automatic clutch control. Such means arehere illustrated in the form of a check valve 51 arranged between thevalve 4'1 and the connection 49 to the intake manifold, whereby thedissipation of the vacuum in the intake manifold due to engine stall isprevented from immediately establishing atmospheric pressure in thecylinder 42. A bleeder connection to allow the gradual admission ofatmospheric pressure to the cylinder 42 around the check valve 51 ispreferably provided and may take the form as indicated ofa means forintroducing a measured leakage around the check valve such as a wedgingneedle member 52 adapted to slightly raise said valve. It will beunderstood that the needle 52 is adjusted so as to permit atmosphericpressure to be restored in the cylinder 42 a predetermined time afterthe engine has stopped, vsuitably determined to insure the engagement ofthe starting connection and the complete immobility of the engine priorto the release of the clutch pedal to cause restarting of the engine.

It will be seen that there is here provided a device whereby the entirecontrol of the starting mechanism is automatic after initial closure ofthe ignition switch 15, and the entire control of the power plantinvolves the manipulation of the accelerator pedal and gear shift only.

It will be understood that if the engine should be stopped while theaccelerator pedal is depressed and the clutch engaged, as might occur ifthe ignition switch were open while the accelerator pedal was depressed,all that is necessary for the operator to do is to depress the clutchmanually sufiiciently to allow the latch 25 to drop into engagement,whereupon the automatic control of the power plant is reestablished.

It will be readily appreciated that this embodiment of the invention isequally adaptable to the automatic type of starter gearing asillustrated 3.1

in Figs. 1 and 2, in whichcase the shifting mechanism for the startergearing would be omitted without affecting the structure or operation ofthe remaining elements of the combination.

Although certain embodiments of the invention have been shown anddescribed in detail it will be understood that other embodiments arepossible and that various changes may be made in the cletails andarrangements of the parts without departing from the spirit of theinvention as defined in the claims appended hereto.

What is claimed is:-

1. In combination with an internal combustion engine, a load clutchtherefor, and means for con trolling said clutch, a starting system forsaid engine and means for energizing said starting systern responsive tomovement of said clutch controlling mcans in a direction to close theclutch.

2. In combination with an internal combustion engine, a load clutchtherefor and means for controlling said clutch, a starting system forsaid engine including a starting switch and means for closing saidswitch responsive to initial movement of said clutch controlling meansin a direction to close the clutch.

3. In combination with aninternal combustion engine, a load clutchtherefor and means for controlling said clutch, a starting system forsaid engine including a starting switch, 'means for closing said switchresponsive to movement of said clutch controlling means in a directionto close the clutch, and means for disabling said closing meansresponsive to self -operation of the engine.

4. In combination with an internal combustion engine, a load clutchtherefor and a member for controlling said clutch, a starting system forsaid engine including a starting switch, means for controlling saidswitch, and a connection between said clutch controlling member and saidswitch controlling means whereby initial movement of the clutchcontrolling member in a direction to close the clutch causes closure ofsaid switch.

5. In combination with an internal combustion engine, a load clutchtherefor and a member for controlling said'clutch, a starting system forsaid engine including a starting switch, means for controlling saidswitch, and a connection between said clutch controlling member and saidswitch controlling means whereby initial movement of the clutchcontrolling member in a direction to close the clutch causes closure ofsaid switch, said connection being operative to prevent closure of theclutch, and means for rendering said connection inoperative responsiveto self-operation of the engine.

6. In combination with an internal combustion engine, a load clutchtherefor and means for controlling said clutch, a starting system forsaid engine including a magnetic starting switch, a control circuit forsaid magnetic switch including a manual switch and a mechanicallyoperated switch and means for closing said mechanically operated switchby movement of the clutch controlling means in a direction to close theclutch.

7. In combination with an internal combustion engine, a load clutchtherefor and means for controlling said clutch, a starting system forsaid engine including a magnetic starting switch, a control circuit forsaid magnetic switch including a manual switch and a mechanicallyoperated switch, means for closing said mechanically operated switchbymovement of the clutch controlling means in a direction to close theclutch and means for rendering said closing means inopera tiveresponsive to self-operation of the engine.

8. In combination with an internal combustion engine, a load clutch anda clutch controlling member therefor, starting gearing thereforincluding a shiftable element and connecting means for shifting saidelement by operation of the clutch controlling member in a direction toclose the clutch.

9. In combination with an internal combustion engine, a. load clutch anda clutch controlling member therefor, starting gearing thereforincluding a shiftable element, connecting means for shifting saidelement by operation of the clutch controlling member in a direction toclose the clutch, and means responsive to self-operation of the enginefor disabling said connecting means.

10. In combination with an internal combustion engine, a load clutch anda power controlling member therefor, a starting system thereforincluding a motor, a starting switch, means including a shiftable pinionfor connecting the motor to the engine; and connecting means forshifting the pinion into driving position and causing closure of thestarting switch by operation of the clutch controlling member in adirection to close the clutch.

11. In combination with an internal combustion engine, a load clutch anda power controlling member therefor, a starting system thereforincluding a motor, a starting switch and means including a shiftablepinion for connecting the motor to the engine; connecting means forshifting the pinion into driving position and causing closure of thestarting switch by operation of the clutch controlling member in adirection to close the clutch, and means responsive to self operation ofthe engine for maintaining said connecting means inoperative.

12. In combination with an internal combustion engine, a load clutch anda clutch controlling member therefor, starting gearing thereforincluding a shiftable element and connecting means for shifting saidelement by operation of 120 the clutch controlling member in a directionto close the clutch, said connecting means being operative to preventclosure of the clutch.

13. In combination with an internal combustion engine, aload clutch anda clutch control ling member therefor, starting gearing thereforincluding a shiftable element and connecting means for shifting saidelement by operation of the clutch controlling member in a direction toclose the clutch, said connecting means being operative to preventclosure of the clutch and means responsive to self-operation of theengine for disabling said connecting means, thereby allowing the clutchto be closed and the shiftable element to return to normal position.

14. In combination with an internal combustion engine, a load clutch, aclutch controlling element, a starting system including a startingswitch, means normally urging said clutch controlling member in thedirection to close the clutch, means causing closure of the startingswitch responsive to movement of the clutch controlling element in theclutch closing direction, means responsive to self-operation of theengine formoving said clutch controlling element in 5 the direction toopen the clutch, and means responsive to self-operation of the enginefor disabling said means for causing closure of the start ing switch.

15. In combination with an internal combus- 150 l tion engine, a loadclutch, a clutch controlling element, a starting system including astarting switch, means normally urging said clutch controlling member inthe direction toclose the clutch, means causing closure of the .startingswitch responsive to movement of the clutch controlling element in theclutch closing direction, means responsive to self-operation of theengine for moving said clutch controlling element in the ,direction toopen the clutch, means responsive to self operationof the engine fordisabling said means for causing closure of the starting switch andmeans operative in case of engine stall to insure the re-establishmentof the switch closing means prior to the release ofthe clutchcontrolling member by the clutch opening means.

16. In combination with an internal combustion engine, a load clutch, aclutch controlling element, a starting system including a startingswitch, means normally urging said clutch controlling member in thedirection to close the clutch, means causing closure of the startingswitch responsive to movement of the clutch controlling element in theclutch closing'direction, said last means being operative to preventclosure of said clutch, means under the control of the operatorresponsive to self-operation of the engine for moving said clutchcontrolling element in the direction to open the clutch; meansresponsive to self-operation of the engine for disabling said means forcausing closure of the starting switch, thereby allowing closure of theclutch under the control of the operator.

17. In combination with an internal combustion engine, a powercontrolling member therefor, a starting system for said engine, meanswhereby actuation of the power controlling member causes energization ofthe starting system and said engine, means wherebyactuation of "theclutchpedal causes energization of the starting system, means formaintaining such energization of the starting system irrespective of therelease of said clutch pedal and means responsiveto selfoperation of theengine for causing deenergization of the starting system.

WILLIAM L. McGRATH.

